An apparatus for the improvement of the aerodynamic properties of a primary vehicle or the aerodynamic properties of a secondary vehicle, such as a trailer, towed by a primary vehicle. Certain embodiments of the invention include an apparatus and a system typically mounted to a rear-ward portion of a semi-trailer for aerodynamic improvement. Certain embodiments of the invention include an airfoil and a stabilizer interconnected by a series of stiffeners spanning between them creating apertures for interaction with air-flow surrounding the trailing edge of a vehicle.
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1. An apparatus for the improvement of vehicle aerodynamics comprising:
mounting features;
an airfoil and a stabilizer, said airfoil and stabilizer separated by a predetermined distance and interconnected by a plurality of stiffeners;
said plurality of stiffeners being offset from each other;
an aperture defined by a trailing edge of said airfoil, a leading edge of said stabilizer, a first stiffener and a second stiffener; and
said mounting features configured to affix to an external surface of a ground vehicle with a leading edge of said airfoil proximate to said external surface.
8. A system for the improvement of vehicle aerodynamics comprising:
a first aerodynamic device having mounting features, said first aerodynamic device further comprising an airfoil and a stabilizer;
a second aerodynamic device having mounting features;
said second aerodynamic device further comprising an airfoil and a stabilizer;
said airfoil and stabilizer of said first aerodynamic device separated by a predetermined distance and interconnected by a plurality of stiffeners;
said plurality of stiffeners of said first aerodynamic device having an offset from each other;
an aperture defined by a trailing edge of said airfoil of said first aerodynamic device, a leading edge of said stabilizer of said first aerodynamic device, a first stiffener of said first aerodynamic device and a second stiffener of said first aerodynamic device;
said airfoil and stabilizer of said second aerodynamic device separated by a predetermined distance and interconnected by a plurality of stiffeners;
said plurality of stiffeners of said second aerodynamic device being offset from each other;
an aperture defined by a trailing edge of said airfoil of said second aerodynamic device, a leading edge of said stabilizer of said second aerodynamic device, a first stiffener of said second aerodynamic device and a second stiffener of said second aerodynamic device;
said first aerodynamic device configured to affix to a first external surface of a ground vehicle with a portion of said airfoil of said first aerodynamic device proximate to said first external surface with said first aerodynamic device extending rearward from an aft-plane of said ground vehicle; and
said second aerodynamic device configured to affix to a second external surface of said ground vehicle with a portion of said airfoil of said second aerodynamic device proximate to said second external surface with said second aerodynamic device extending rearward from said aft-plane of said ground vehicle.
2. The apparatus of
3. The apparatus of
4. The stiffeners of
5. The apparatus of
6. The apparatus of
7. The apparatus of
10. The system of
said second aerodynamic device further comprising a second tensile component affixed to said first aerodynamic device, said second tensile component having a first end affixed to said second aerodynamic device and a second end affixed to the aft-plane of said ground vehicle;
wherein said first tensile component is configured to maintain a maximum predetermined device offset angle between said first aerodynamic device and said aft-plane of said ground vehicle and said second tensile component is configured to maintain a maximum predetermined device offset angle between said second aerodynamic device and said aft-plane of said ground vehicle.
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The present invention surrounds an apparatus and system for the improvement of aerodynamics of a primary vehicle or a secondary vehicle towed by a primary vehicle.
Despite advances in technology providing more fuel-efficient power generation for vehicles, efforts continue to strive for a more efficient vehicle overall. A large factor in vehicle efficiency lies in the aerodynamics of the vehicle. While the design of smaller road-going passenger vehicles adapts through continuous design revisions between model years, the road-going truck market, particularly the long-haul or Class 8 segment of the market has not been able to adapt as quickly. Also referred to as a “semi-truck” or “semi,” long-haul trucks transport mass quantities of goods through the use of trailers sometimes in excess of 50 feet in length and 60,000 pounds of payload capacity. The modern semi-truck trailer has undergone little design improvement for aerodynamic efficiency over several decades. Furthermore, the average fuel economy of a road-going semi-truck towing a loaded trailer is only 7.2 miles per gallon (Davis, Stacy C. 2014 Vehicle Technologies Report. Oakridge, Tenn.: U.S. Dept. of Energy, 2014. ORNL/TM-2015/85). There are currently over 5.6 million semi-trailers registered for use in the United States alone. The lifespan of an average semi-trailer typically spans 12-15 years, as such the immediate redesign of the standard semi-trailer will do little to improve overall efficiency in the near-term. As a result, there is a need for a near-term solution that improves aerodynamic efficiency of semi-trailers in a cost-efficient manner.
Aerodynamic drag is a primary contributing factor to fuel consumption when operating a road-going truck and trailer at highway speeds. Friction drag and pressure drag are two variables surrounding aerodynamic drag. Friction drag surrounds the interaction of the ambient air and the surface of the trailer as it moves through it. However, the effects of friction drag are limited in comparative nature to pressure drag when considering a semi-trailer. Pressure drag is a dominant acting variable in the aerodynamic consideration of a semi-trailer. Pressure drag is caused by large pressure differentials in the wake of a trailer due to rapid flow separation creating turbulent flow characteristics. Turbulent flow characteristics can create such phenomena as a Kaman vortex street, which is a repeating pattern of swirling vortices caused by the unsteady separation of flow of a fluid around blunt bodies. Such turbulent characteristics cause inefficient aerodynamic flow, due to increased pressure drag, and may even create unsafe oscillation of the trailer. In extreme cases this can result in destabilization and tip-over of the trailer and the primary vehicle.
Efforts to improve aerodynamics of a vehicle such as a semi-trailer by addressing the aft end of the vehicle typically surrounds the improvement of flow separation to provide a more laminar and consistent flow further aft of the vehicle so as to prevent large pressure differentials which may cause eddy formation, vortices or other inefficient flow dynamics. In the improvement of the aerodynamics of a vehicle, it will be appreciated that the convergence of flow, post separation, is desired to converge quickly and with decreased turbulent flow characteristics.
The present invention relates to an apparatus for the improvement of the aerodynamic properties of a primary vehicle or the aerodynamic properties of a secondary vehicle, such as a trailer, towed by a primary vehicle. Examples of a primary vehicle include a semi-truck and examples of a secondary vehicle include a semi-trailer. As disclosed herein the invention typically surrounds embodiments of the invention as applied to a semi-trailer towed by a road-going semi-truck. However, it will be appreciated that the invention as disclosed herein may be applied to different primary or secondary vehicles in alternate configurations to improve aerodynamic properties of the vehicle as applied.
Current devices try to improve the aerodynamics of a semi-trailer by attempting to equalize pressure differentials from the aft portion of the semi-trailer. Others try to equalize the rapid and turbulent flow separation from the aft portion of a semi-trailer. In order to do so, current devices redirect the airflow through the use of deflectors or scoop forms. These deflectors try to equalize airflow pressure of the air that flows along the sides of the trailer with airflow pressure of the air that flows immediately aft of the trailer when in motion. Examples of such devices include U.S. Pat. No. 3,960,402 to Keck, U.S. Pat. No. 4,320,920 to Goudey, U.S. Pat. No. 7,950,720 to Skopic, and U.S. Pat. No. 8,196,995 to Chen; all of which are herein incorporated in their entirety by reference. While these references disclose providing a level of pressure differential equalization between the laminar flow prior to an aft plane of a semi-trailer, the aerodynamic drag created by such solutions minimize or negate aerodynamic benefits gained through such equalization. It will be appreciated that the aft plane is typically associated with the rear-most plane of a semi-trailer perpendicular to the path of travel.
Other devices attempt to improve the aerodynamics of a semi-trailer by equalizing pressure differentials by providing planar forms that extend past the aft-plane of a semi-trailer. Other devices attempt to improve aerodynamics by using planar forms that extend past the aft-plane of a semi-trailer to equalize the rapid and turbulent flow separation from the aft portion of a semi-trailer. Examples of such devices include U.S. Pat. No. 6,257,654 (“the '654 Patent”) to Boivin, et al., U.S. Pat. No. 6,485,087 (“the '087 Patent”) to Roberge, et al., U.S. Pat. No. 6,959,958 (“the '958 Patent”) to Basford, U.S. Pat. No. 8,382,194 (“the '194 Patent”) to Wood, and U.S. Pat. No. 9,199,673 (“the '673 Patent”) to Baker; all of which are herein incorporated in full by reference. These devices, such as the '654 Patent, require up to 1.21 m (4 foot) extension from the aft-plane to provide optimal mitigation of pressure differentials. The same length of extension is also required to mitigate the rapid and turbulent flow separation from the aft portion of a semi-trailer. Indeed, the '654 Patent sometimes requires the use of a third top-mounted planar form. Importantly, using shorter lengths of these planar shaped extensions reduce the aerodynamic benefits, thus teaching away from reducing the size of the extension in order to achieve the desired aerodynamic benefit. Moreover, needing a 1.21 m (4 foot) extension from the aft-plane increases the potential for damage the planar forms. Other devices, such as the '673 Patent, propose collapsing the planar forms. However, collapsing devices are costly, unreliable and difficult to install.
Other devices attempt to improve the aerodynamics of a semi-trailer by using wing-like forms to equalize the pressure differentials. Other devices use curved panels to direct airflow to equalize pressure differentials. These devices, whether wing-like forms or curved panels, are also used to address the rapid and turbulent flow separation from the aft portion of a semi-trailer. These devices are installed offset from the sides a semi-trailer proximate to the aft-plane, to provide pressure equalization and minimize rapid and turbulent airflow separation from the aft portion of a semi-trailer. Examples of such devices include U.S. Pat. No. 3,960,402 (“the '402 Patent”) to Keck, U.S. Pat. No. 7,641,262 (“the '262 Patent”) to Nusbaum, and U.S. Pat. No. 7,950,720 (“the '720 Patent”) to Skopic; all of which are herein incorporated in their entirety by reference. These devices, however, increase the risk of colliding with static structures and other vehicles, as the offset from the side and/or top surfaces of the semi-trailer increases the width profile of the trailer. Furthermore, the increased width of the trailer added by these devices may violate the width limitations dictated by the Department of Transportation.
Certain embodiments of the present invention comprise an aerodynamic device intended for use in contact with a trailing vertical edge of an aft-plane of a vehicle. The aerodynamic device has an aperture allowing the redirection of airflow. The redirection of airflow mitigates pressure differentials. The redirection of airflow also mitigates the rapid and turbulent flow separation from the aft portion of a semi-trailer. Other embodiments have a plurality of apertures. Other embodiments have a singular aperture segmented by at least one stiffener. The stiffener or stiffeners are typically axially oriented parallel to the direction of intended airflow.
Certain embodiments of the present invention improve the aerodynamics by having an aerodynamic device with apertures. The aerodynamic device has an airfoil, and a stabilizer. In certain embodiments, the airfoil is located proximate to the aperture leading edge, and the stabilizer is located proximate to the aperture trailing edge. It will be appreciated that other embodiments may be configured where the airfoil is proximate to the trailing edge of the aperture and the stabilizer proximate to the aperture leading edge.
Certain embodiments of the present invention comprise a system for the improving the aerodynamics of a vehicle. In certain embodiments, the system has at least two aerodynamic devices. One aerodynamic device is attached on one side of the vehicle and the other aerodynamic device is attached to the other side of the vehicle. A leading edge of one aerodynamic device is affixed to the left vertical edge of an aft-plane of a vehicle. A leading edge of a second aerodynamic device is affixed to the right vertical edge of the aft-plane of a vehicle. Attaching the aerodynamic devices mitigate the pressure differentials. Attaching the aerodynamic devices also mitigates the rapid and turbulent flow separation from the aft portion of the vehicle. In certain embodiments, the aerodynamic devices are affixed using a hinge mechanism. In certain embodiments, the default configuration of the aerodynamic devices is extending rearward from the aft-plane of the vehicle. The hinged attachment allows the aerodynamic device to pivot when a door is opened. The hinge mechanism of the system also allows for a user to pivot an aerodynamic device inward to rest in contact with the aft-plane such as the surface of a closed rear-door of a semi-trailer. It will be appreciated that the aft-plane of a vehicle, refers to a vertical plane at the rearmost portion of a vehicle body.
The present disclosure surrounds an apparatus and system for the aerodynamic improvement of a vehicle, typically surrounding airflow near a rear-ward portion of the vehicle. Embodiments of the present disclosure describe an apparatus and a system typically mounted to a rear-ward portion of a semi-trailer for aerodynamic improvement. The aerodynamic improvements as applied mitigate inefficient aerodynamic phenomena. Such aerodynamic phenomena may include but is not limited to: Kaman vortex street, rapid flow separation and turbulent flow characteristics.
An apparatus, as shown in
Certain embodiments of an apparatus, as shown in
In certain embodiments as shown in
In certain embodiments, a reference plane 4000 is coincident with an external planar surface 4010 of a vehicle 2000. The reference plane 4000 in the context of a semi-trailer is coincident with an external planar surface 4010 of the semi-trailer, such as a side-surface 4015 or top surface 4040. It may be desired to attach the aerodynamic device 1000 to the vertical trailing edge 2030 of the vehicle 2000 with the aerodynamic device 1000 directed inward toward the vehicle. It may be further desired to direct the aerodynamic device 1000 inward toward the vehicle at a device offset angle 4020 of 7-degrees inward from a reference plane 4000.
As shown in
Certain embodiments, referring to
In certain embodiments, as shown in
Certain embodiments of an apparatus comprising an aerodynamic device 1000, as shown in
Referring to
Referring to
It will be appreciated to those skilled in the art that the form, angle of attack, size and location of an airfoil and a stabilizer may vary between vehicle applications, intended speed of vehicle and general environment in which the vehicle operates in based on aerodynamic optimization practices.
An apparatus, as shown in
In certain embodiments of the invention, as shown in
Certain embodiments of an apparatus, referring to
Referring to
Certain embodiments of the referring again to
In certain embodiments of the invention, as shown in
It will be appreciated to those skilled in the art that the fixation of the apparatus or system as disclosed herein need not be affixed in a hinged manner and one or more aerodynamic devices 1000 may be statically affixed to the vehicle.
As shown in
As shown in
It will be appreciated that any combination of the elements discussed herein in the configuration of a apparatus for the aerodynamic improvement of a vehicle may be configured according to the vehicle of application and may be reconfigured accordingly with respect to scale, proportion and configuration while comprising the inventive elements of the apparatus as discussed herein.
In the foregoing specification, specific embodiments have been described. However, one of ordinary skill in the art appreciates that various modifications and changes can be made without departing from the scope of the invention as set forth in the claims below. Accordingly, the specification and figures are to be regarded in an illustrative rather than a restrictive sense, and all such modifications are intended to be included within the scope of present teachings. It is understood that the invention may be embodied in other specific forms without departing from the spirit or central characteristics thereof. The present examples and embodiments, therefore, are to be considered in all respects as illustrative and not restrictive, and the invention is not to be limited to the details given herein. The terms “first,” “second,” “proximal,” “distal,” etc., as used herein, are intended for illustrative purposes only and do not limit the embodiments in any way. Additionally, the term “plurality,” as used herein, indicates any number greater than one, either disjunctively or conjunctively, as necessary, up to an infinite number. The benefits, advantages, solutions to problems, and any element(s) that may cause any benefit, advantage, or solution to occur or become more pronounced are not to be construed as a critical, required, or essential features or elements of any or all the claims.
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Apr 06 2016 | REGAN, JESSE | TRANSFORMATIVE TRUCK, LLC | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 038492 | /0847 | |
Apr 07 2016 | Rocketail, LLC | (assignment on the face of the patent) | / | |||
Jul 06 2016 | TRANSFORMATIVE TRUCK LLC | Rocketail, LLC | CHANGE OF NAME SEE DOCUMENT FOR DETAILS | 042667 | /0965 | |
Oct 01 2020 | Rocketail, LLC | STREHL LLC | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 054031 | /0478 | |
Nov 24 2020 | Rocketail, LLC | Strehl, LLC | ASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS | 054489 | /0756 |
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